Dual motor hybrid transmission and hybrid vehicle

Abstract

The application discloses a double-motor hybrid gearbox and a hybrid vehicle. The double-motor hybrid gearbox comprises a planetary gear set, a first motor, a second motor, an intermediate shaft transmission mechanism, a differential, a first actuator and a second actuator. The planetary gear set is provided with a planetary gear transmission gear. A rotating shaft of the first motor is provided with a first motor transmission gear and a third motor transmission gear. A rotating shaft of the second motor is provided with a second motor transmission gear, and the first motor transmission gear is in transmission connection with the second motor transmission gear. A first transmission gear of the intermediate shaft transmission mechanism is in mesh with the first motor transmission gear and the second motor transmission gear, a second transmission gear is in mesh with the third motor transmission gear, and an output transmission gear is in transmission connection with the planetary gear transmission gear and the differential. The first actuator and the second actuator are arranged in a motor power transmission path and an engine power transmission path respectively, and the vehicle wheels can be driven simultaneously at a starting stage of the vehicle, and the power performance is good.

Description

Technical Field

[0001] This application belongs to the field of hybrid power transmission technology, specifically relating to a dual-motor hybrid power transmission and a hybrid vehicle. Background Technology

[0002] In the dual-motor hybrid transmissions used in new energy vehicles, the generator is constantly coupled to the engine, responsible for starting the engine and generating electricity. During vehicle start-up, the generator cannot participate in driving the wheels, affecting starting power. This is especially true in PHEV models, which have high power requirements, and current dual-motor hybrid transmissions are insufficient to meet these requirements.

[0003] Therefore, improving the power performance of hybrid vehicles has become a key focus of hybrid transmission research and development. Summary of the Invention

[0004] To improve the performance of hybrid vehicles, this application provides a dual-motor hybrid transmission and a hybrid vehicle.

[0005] In a first aspect of this application, a dual-motor hybrid transmission is provided, comprising a planetary gearbox, a first motor, a second motor, an intermediate shaft transmission mechanism, a differential, a first actuator, and a second actuator;

[0006] The planetary gear set is equipped with planetary gear set transmission gears; the shaft of the first motor is equipped with a first motor transmission gear and a third motor transmission gear; the shaft of the second motor is fixedly mounted with a second motor transmission gear; the first motor transmission gear and the second motor transmission gear are connected in a transmission connection.

[0007] The intermediate shaft transmission mechanism includes an intermediate shaft, and a first transmission gear, a second transmission gear, and an output transmission gear mounted on the intermediate shaft. The first transmission gear meshes with both the first motor transmission gear and the second motor transmission gear, the second transmission gear meshes with the third motor transmission gear, and the output transmission gear is connected to both the planetary gear set transmission gear and the differential.

[0008] In this configuration, one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set is used for transmission connection with the engine, another is fixedly connected to the planetary gear set transmission gear, and the remaining one can be selectively connected to the other one or the second motor transmission gear through the second actuator.

[0009] The power output from the first motor can be selectively transmitted to the differential via the first actuator through the first transmission gear or the second transmission gear.

[0010] In some embodiments, the first actuator is located on the shaft of the first motor, and both the first motor drive gear and the third motor drive gear are rotatably mounted on the shaft of the first motor; the shaft of the first motor is selectively connected to either the first motor drive gear or the third motor drive gear via the first actuator.

[0011] In some embodiments, the dual-motor hybrid transmission further includes a fourth actuator disposed on the intermediate shaft; the first transmission gear is rotatably mounted on the intermediate shaft, the second transmission gear is fixedly mounted on the intermediate shaft, and the intermediate shaft can be selectively engaged or disengaged from the first transmission gear via the fourth actuator.

[0012] In some embodiments, the first actuator is located on the intermediate shaft, the first transmission gear and the second transmission gear are both rotatably mounted on the intermediate shaft, and the first motor transmission gear and the third motor transmission gear are both fixedly mounted on the shaft of the first motor; the intermediate shaft is selectively connected to the first transmission gear or the second transmission gear through the first actuator.

[0013] In some embodiments, the planetary gear set transmission gear is fixedly connected to the ring gear; one of the planet carrier and the sun gear shaft of the planetary gear set is used for transmission connection with the engine, and the other is selectively connected to the ring gear or the second motor transmission gear through the second actuator.

[0014] In some embodiments, the planetary carrier is used for transmission connection with the engine, and the sun gear shaft is selectively connected to the ring gear or the second motor drive gear via the second actuator.

[0015] In some embodiments, the dual-motor hybrid transmission achieves engine direct drive mode when the second actuator is activated, and the power transmission path is as follows:

[0016] The second actuator connects two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set; the power output by the engine is transmitted to the planetary gear set via the remaining one of the planet carrier, sun gear shaft, and ring gear, and then to the differential via the planetary gear set transmission gear.

[0017] In some embodiments, the dual-motor hybrid transmission further includes a third actuator disposed on the intermediate shaft; the intermediate shaft transmission mechanism further includes a third transmission gear and a fourth transmission gear mounted on the intermediate shaft, and the intermediate shaft is selectively connected to the third transmission gear or the fourth transmission gear via the third actuator.

[0018] The planetary gear set has two gears, namely a first shift gear and a second shift gear. The first shift gear meshes with the third transmission gear, and the second shift gear meshes with the fourth transmission gear.

[0019] In some embodiments, the dual-motor hybrid transmission implements two engine direct drive modes when both the second and third actuators are activated, specifically:

[0020] When the engine drives first gear, the power transmission path is as follows: the power output by the engine is transmitted to the planetary gear set via one of the planet carrier, sun gear shaft, and ring gear. The second actuator connects the remaining two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and the third actuator connects the intermediate shaft to the third transmission gear. The power output by the planetary gear set is transmitted to the differential via the first shift gear, the third transmission gear, and the intermediate shaft, through the output transmission gear.

[0021] The engine drives in second gear, and the power transmission path is as follows: the power output by the engine is transmitted to the planetary gear set via one of the planet carrier, sun gear shaft, and ring gear. The second actuator connects the remaining two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and the third actuator connects the intermediate shaft to the fourth transmission gear. The power output by the planetary gear set is transmitted to the differential via the second shift gear, the fourth transmission gear, and the intermediate shaft through the output transmission gear.

[0022] In some embodiments, the dual-motor hybrid transmission achieves eight parallel operation modes when the first actuator, the second actuator, and the third actuator are all actuated, specifically:

[0023] The power transmission path is as follows: the engine drives the first gear and the single motor drives the first gear;

[0024] The parallel two-speed configuration has a power transmission path of: the engine driving the first speed and the single motor driving the second speed.

[0025] The three gears are connected in parallel, and the power transmission path is: the engine drives the second gear and the single motor drives the first gear;

[0026] The parallel four-speed transmission path is: the engine-driven second speed and the single-motor second speed;

[0027] The parallel five-speed transmission path is: the engine drives the first gear and the dual motors drive the first gear;

[0028] The parallel six-speed transmission path is as follows: the engine drives the first speed and the dual motors drive the second speed.

[0029] The parallel seven-speed transmission path is as follows: the engine drives the second speed and the dual motors drive the first speed.

[0030] The parallel eight-speed transmission path is: the engine drives the second speed and the dual motors drive the second speed;

[0031] Wherein, the power transmission path of the single motor in first gear is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, and the power output by the first motor is transmitted to the differential through the output transmission gear via the first motor transmission gear, the first transmission gear and the intermediate shaft;

[0032] The single motor in two gears has the following power transmission path: the first actuator engages with the second transmission gear or the third motor transmission gear, and the power output by the first motor is transmitted to the differential via the third motor transmission gear, the second transmission gear, and the intermediate shaft through the output transmission gear.

[0033] The power transmission path of the dual-motor first gear is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, the power output by the first motor and the power output by the second motor merge, and are transmitted to the first transmission gear through the first motor transmission gear and the second motor transmission gear, and then transmitted to the differential through the intermediate shaft and the output transmission gear;

[0034] The dual-motor two-speed transmission path is as follows: the first actuator engages with the second transmission gear or the third motor transmission gear, the power output from the first motor and the power output from the second motor merge, and are transmitted to the second transmission gear through the third motor transmission gear and the second motor transmission gear, and then transmitted to the differential through the intermediate shaft and the output transmission gear.

[0035] In some embodiments, the dual-motor hybrid transmission implements four EV modes when the first actuator is activated, specifically:

[0036] In a single motor with one gear, the power transmission path is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, and the power output by the first motor is transmitted to the differential via the first motor transmission gear, the first transmission gear and the intermediate shaft, through the output transmission gear.

[0037] The single motor has two gears, and the power transmission path is as follows: the first actuator engages with the second transmission gear or the third motor transmission gear, and the power output by the first motor is transmitted to the differential via the third motor transmission gear, the second transmission gear and the intermediate shaft through the output transmission gear;

[0038] The dual-motor, first-gear transmission path is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, the power output from the first motor and the power output from the second motor merge, and are transmitted to the first transmission gear through the first motor transmission gear and the second motor transmission gear, and then transmitted to the differential through the intermediate shaft and the output transmission gear;

[0039] The dual-motor, two-speed transmission path is as follows: the first actuator engages with the second transmission gear or the third motor transmission gear, the power output from the first motor and the power output from the second motor merge, and are transmitted to the second transmission gear through the third motor transmission gear and the second motor transmission gear, and then to the differential via the intermediate shaft and the output transmission gear.

[0040] In some embodiments, the dual-motor hybrid transmission implements four parallel operation modes when both the first and second actuators are activated, specifically:

[0041] In parallel first gear, the power transmission path is: engine direct drive mode and the single motor first gear;

[0042] Parallel second gear, the power transmission path is: engine direct drive mode and the single motor second gear;

[0043] The parallel three-speed transmission path is: engine direct drive mode and the first speed of the dual motors;

[0044] The parallel fourth gear has a power transmission path of: engine direct drive mode and the aforementioned dual motor second gear;

[0045] In the engine direct drive mode, the power transmission path is as follows: the second actuator connects two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set; the power output by the engine is transmitted to the planetary gear set via the remaining one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and then to the differential via the planetary gear set transmission gear.

[0046] In some embodiments, the dual-motor hybrid transmission achieves ECVT mode when the second actuator is activated, and the power transmission path is as follows:

[0047] The second actuator connects one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set to the second motor drive gear; the power output by the engine is transmitted to the second motor via one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and simultaneously transmitted to the differential via the planetary gear set drive gear.

[0048] In some embodiments, the dual-motor hybrid transmission achieves a parking power generation mode when the second actuator is activated, and the power transmission path is as follows:

[0049] The second actuator connects one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set to the second motor drive gear; the power output by the engine is transmitted to the second motor via one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and simultaneously transmitted to the differential via the planetary gear set drive gear.

[0050] In some implementations, the first actuator and the second actuator are synchronizers or clutches.

[0051] In some embodiments, the planetary gear set is coaxially arranged with the second motor; the first motor and the second motor are arranged parallel to each other and are both located on the same side of the planetary gear set.

[0052] In a second aspect of this application, a hybrid vehicle is provided, including the dual-motor hybrid transmission described in the first aspect above.

[0053] The dual-motor hybrid transmission provided according to one or more embodiments of this application generally includes a planetary gear set, a first motor, a second motor, an intermediate shaft transmission mechanism, a differential, a first actuator, and a second actuator. The planetary gear set is equipped with planetary gear drive gears. The shaft of the first motor is equipped with a first motor drive gear and a third motor drive gear. The shaft of the second motor is fixedly mounted with a second motor drive gear, and the first motor drive gear is drivingly connected to the second motor drive gear. The intermediate shaft transmission mechanism includes an intermediate shaft, a first drive gear, a second drive gear, and an output drive gear. The first drive gear meshes with both the first and second motor drive gears, the second drive gear meshes with the third motor drive gear, and the output drive gear is drivingly connected to both the planetary gear set drive gears and the differential. The planet carrier, sun gear shaft, and ring gear in the planetary gear set can all be used for power input or output. One of the planetary carrier, sun gear shaft, and ring gear of the planetary gear set is used to connect to the engine drive and input power from the engine. Another of the planetary carrier, sun gear shaft, and ring gear is fixedly connected to the planetary gear set drive gear and is used to output power to the differential. The remaining one of the planetary carrier, sun gear shaft, and ring gear is selectively connected to the other one or the second motor drive gear via a second actuator. When the second actuator engages two of the planetary carrier, sun gear shaft, and ring gear except for the part connected to the engine drive, the planetary gear is locked, and the entire planetary gear set rotates as a whole with a gear ratio of 1. At this time, all the power output from the engine can be transmitted to the differential, realizing the engine direct drive mode. When the second actuator engages one of the planetary carrier, sun gear shaft, and ring gear of the planetary gear set with the second motor drive gear, the planetary gear set achieves power splitting through the planetary gear set drive gear and the second motor drive gear, realizing ECVT mode (also known as power splitting mode). The power output from the first motor can be selectively transmitted to the differential via the first transmission gear or the second transmission gear through the first actuator, enabling the first motor to achieve two-speed drive modes in EV mode (also known as pure electric mode).

[0054] The dual-motor hybrid power transmission provided according to one or more embodiments of this application has the following advantages:

[0055] (1) In the dual-motor hybrid transmission of this application, the first actuator and the second actuator are respectively set in the motor power transmission path and the engine power transmission path, which can realize the parallel mode. During the vehicle start-up stage, the engine, the first motor and the second motor can drive the wheels at the same time, resulting in good power performance.

[0056] (2) In the dual-motor hybrid transmission of this application, the first motor has two gears. In pure electric mode, the first motor has a wider high efficiency range, higher driving efficiency, and can provide greater wheel output torque, thus taking into account the power needs of vehicles with greater overall weight.

[0057] (3) The dual-motor hybrid transmission of this application has an ECVT mode. In urban conditions, under low SOC (SOC represents the state of charge of the battery, also known as the remaining power), the ECVT mode can be used. The engine can directly drive the wheels and charge the power battery without shifting gears, thus balancing economy and driving comfort.

[0058] (4) The dual-motor hybrid transmission of this application has an engine direct drive gear. In high-speed mode, the engine direct drive gear is used, which has high transmission efficiency. Attached Figure Description

[0059] Figure 1 A schematic diagram of the structure of a dual-motor hybrid power transmission in one or more embodiments of this application is shown. Figure 1 .

[0060] Figure 2 A schematic diagram of the structure of a dual-motor hybrid power transmission in one or more embodiments of this application is shown. Figure 2 .

[0061] Figure 3 A schematic diagram of the structure of a dual-motor hybrid power transmission in one or more embodiments of this application is shown. Figure 3 .

[0062] Figure 4 A schematic diagram of the structure of a dual-motor hybrid power transmission in one or more embodiments of this application is shown. Figure 4 .

[0063] Figure 5 A schematic diagram of the structure of a dual-motor hybrid power transmission in one or more embodiments of this application is shown. Figure 5 .

[0064] Explanation of reference numerals in the attached drawings: 1-First motor drive gear; 2-Second motor drive gear; 3-Third motor drive gear; 10-Shaft of the first motor; 20-Shaft of the second motor; 30-Planetary gear set; 31-Ring gear; 32-Sun gear shaft; 33-Planet carrier; 34-Planetary gear; 35-Planetary gear set drive gear; 351-First shift gear; 352-Second shift gear; 40-Differential gear; 50-Intermediate shaft drive mechanism; 51-Intermediate shaft; 52-First drive gear; 53-Second drive gear; 54-Output drive gear; 55-Third drive gear; 56-Fourth drive gear; S1-First actuator; S2-Second actuator; S3-Third actuator; S4-Fourth actuator; EM1-First motor; EM2-Second motor; 100-Dual-motor hybrid transmission; 200-Engine; 300-Torque-limiting damper. Detailed Implementation

[0065] To enable those skilled in the art to more clearly understand this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0066] A first aspect of this application provides a dual-motor hybrid power transmission 100, which can be applied to HEV (hybrid electric vehicle) and PHEV (plug-in hybrid electric vehicle) models. Please refer to... Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 The dual-motor hybrid power transmission 100 mainly includes a planetary gear set 30, a first motor EM1, a second motor EM2, an intermediate shaft transmission mechanism 50, a differential 40, a first actuator S1, and a second actuator S2. In some embodiments, the dual-motor hybrid power transmission 100 also includes a housing, in which the planetary gear set 30, intermediate shaft transmission mechanism 50, differential 40, first actuator S1, and second actuator S2 are installed. The first motor EM1 and second motor EM2 can be installed inside the housing or disposed outside the housing; this application does not impose any restrictions.

[0067] The planetary gear set 30 includes a ring gear 31, a sun gear located inside the ring gear 31, multiple planetary gears 34 meshing between the ring gear 31 and the sun gear, and a planet carrier 33 rotatably connected to the multiple planetary gears 34. The sun gear is mounted on a sun gear shaft 32, or the sun gear is integrally formed as a tooth on the sun gear shaft 32. In the planetary gear set 30, the planet carrier 33, the sun gear shaft 32, and the ring gear 31 can all be used for power input or output. This can produce three power transmission modes: A) input through the planet carrier 33, output through the sun gear shaft 32 and the ring gear 31; B) input through the sun gear shaft 32, output through the planet carrier 33 and the ring gear 31; C) input through the ring gear 31, output through the sun gear shaft 32 and the planet carrier 33. The specific structures of the sun gear or sun gear shaft 32, the planet carrier 33, the planetary gears 34, and the ring gear 31 can be referred to the relevant disclosures in the prior art, and will not be repeated here.

[0068] Please see Figure 1 , Figure 2 and Figure 5The planetary gear set 30 also includes a planetary gear set drive gear 35, whose function is to transmit at least a portion of the power output from the planetary gear set 30 to the differential 40. The planetary gear set drive gear 35 is fixedly connected to one of the two output components in the planetary gear set 30. Taking power transmission method A as an example, the planetary gear set drive gear 35 can be fixedly connected to the sun gear shaft 32 or to the ring gear 31. The planetary gear set drive gear 35 can be directly connected to the differential 40, or connected to the differential 40 through the output drive gear 54 of the intermediate shaft transmission mechanism 50, or connected to the differential 40 through other transmission structures; this application does not impose any limitations.

[0069] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 The first motor EM1 has a first motor drive gear 1 and a third motor drive gear 3 mounted on its shaft 10. The first motor drive gear 1 can be fixedly connected to the shaft 10 of the first motor EM1 or loosely fitted onto the shaft 10. When the first motor drive gear 1 is loosely fitted onto the shaft 10 (a bearing can be installed between them), the first motor drive gear 1 can rotate relative to the shaft 10. The third motor drive gear 3 can be fixedly connected to the shaft 10 of the first motor EM1 or loosely fitted onto the shaft 10. When the third motor drive gear 3 is loosely fitted onto the shaft 10 (a bearing can be installed between them), the third motor drive gear 3 can rotate relative to the shaft 10. The first motor drive gear 1 and the third motor drive gear 3 are used to switch the gears of the first motor EM1; therefore, the first motor drive gear 1 and the third motor drive gear 3 are of different sizes. For example, the first motor drive gear 1 is a small gear, and the third motor drive gear 3 is a large gear. The diameter and number of teeth of the small gear are smaller than those of the large gear.

[0070] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 A second motor transmission gear 2 is fixedly mounted on the shaft 20 of the second motor EM2, and the first motor transmission gear 1 is connected to the second motor transmission gear 2 in a transmission connection. Please refer to [link / reference]. Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 In some embodiments, the planetary gear set 30 is coaxially arranged with the second motor EM2 to reduce the size of the dual-motor hybrid transmission 100 in the direction perpendicular to the axial direction of the second motor EM2. See also... Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 In some embodiments, the first motor EM1 and the second motor EM2 are arranged in parallel and are both located on the same side of the planetary gear set 30, which facilitates the separation of the installation areas of the motor and the gear transmission mechanism and facilitates the arrangement of the cooling and lubrication system.

[0071] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 The intermediate shaft transmission mechanism 50 includes an intermediate shaft 51, a first transmission gear 52, a second transmission gear 53, and an output transmission gear 54, with the output transmission gear 54 fixedly mounted on the intermediate shaft 51. The first transmission gear 52 and the second transmission gear 53 can be rotatably engaged with or fixedly connected to the intermediate shaft 51. The first transmission gear 52 meshes with both the first motor transmission gear 1 and the second motor transmission gear 2; that is, the first motor transmission gear 1 and the second motor transmission gear 2 are connected via the first transmission gear 52. The first transmission gear 52 and the second transmission gear 53 cooperate with the first motor transmission gear 1 and the third motor transmission gear 3 to achieve gear switching for the first motor EM1. Therefore, the first transmission gear 52 and the second transmission gear 53 are of different sizes. When the first motor transmission gear 1 is a small gear and the third motor transmission gear 3 is a large gear, the first transmission gear 52 corresponds to the large gear, and the second transmission gear 53 corresponds to the small gear. The second transmission gear 53 meshes with the third motor transmission gear 3. The output drive gear 54 outputs power from the engine 200 and / or the electric motor to the differential 40, thus the output drive gear 54 is drive-connected to the differential 40.

[0072] The first actuator S1 is located at the output end of the first motor EM1, or at the intermediate shaft transmission mechanism 50. The first actuator S1 can be a synchronizer or a clutch. The first actuator S1 has three positions: S1L, S1Middle, and S1R. When the first actuator S1 is in S1L, the engagement sleeve meshes with the left engagement tooth, and power is transmitted to the component connected to the left engagement tooth. When the first actuator S1 is in S1R, the engagement sleeve meshes with the right engagement tooth, and power is transmitted to the component connected to the right engagement tooth. When the first actuator S1 is in S1Middle, the engagement sleeve disengages from both the left and right engagement teeth, and no power is transmitted. The first actuator S1 is used to realize the gear switching of the first motor EM1. The power output by the first motor EM1 can be selectively transmitted to the differential 40 through the first transmission gear 52 or the second transmission gear 53 via the first actuator S1, enabling the first motor EM1 to achieve two-speed drive modes in EV mode (also known as pure electric mode).

[0073] Please see Figure 1 , Figure 3 and Figure 5 In some embodiments, the first actuator S1 is disposed on the shaft 10 of the first motor EM1. The first motor drive gear 1 and the third motor drive gear 3 are both rotatably mounted on the shaft 10 of the first motor EM1. The shaft 10 of the first motor EM1 can be selectively connected to either the first motor drive gear 1 or the third motor drive gear 3 via the first actuator S1. The first drive gear 52 is constantly meshed with both the second motor drive gear 2 and the first motor drive gear 1.

[0074] Considering that the first transmission gear 52 and the second motor transmission gear 2 are constantly meshed, this means that when the differential 40 outputs power, it will always drag the second motor EM2 to rotate, and the second motor EM2 will continuously generate electricity. In engine drive mode, this will reduce the power output of the differential 40. In ECVT mode, the power split to the second motor EM2 and the differential 40 through the planetary gear set 30 will be transmitted through the intermediate shaft 51, reducing the generated power or output torque. To improve the above issues, please refer to [link to relevant documentation]. Figure 1 and Figure 5 In some embodiments, the dual-motor hybrid transmission 100 further includes a fourth actuator S4, which is located on the intermediate shaft 51. A first transmission gear 52 is rotatably mounted on the intermediate shaft 51, and a second transmission gear 53 is fixedly mounted on the intermediate shaft 51. The intermediate shaft 51 can be selectively engaged or disengaged from the first transmission gear 52 via the fourth actuator S4. When torque needs to be output to the intermediate shaft 51 via the second transmission gear 53, such as in first motor EM1 first gear, dual-motor first gear (first motor EM1 first gear + second motor EM2), or dual-motor second gear (first motor EM1 second gear + second motor EM2), the intermediate shaft 51 engages with the first transmission gear 52 via the fourth actuator S4. When torque does not need to be output to the intermediate shaft 51 via the second transmission gear 53, such as in engine direct drive mode or ECVT mode, the fourth actuator S4 disconnects the intermediate shaft 51 from the first transmission gear 52.

[0075] Please see Figure 2 and Figure 4In some embodiments, the first actuator S1 is located on the intermediate shaft 51, and the first transmission gear 52 and the second transmission gear 53 are both rotatably mounted on the intermediate shaft 51. The intermediate shaft 51 is selectively connected to either the first transmission gear 52 or the second transmission gear 53 via the first actuator S1. The first motor transmission gear 1 and the third motor transmission gear 3 are both fixedly mounted on the rotating shaft 10 of the first motor EM1. The first transmission gear 52 is constantly meshed with both the second motor transmission gear 2 and the first motor transmission gear 1. Since the first transmission gear 52 and the second transmission gear 53 are both rotatably mounted on the intermediate shaft 51, when the output transmission gear 54 outputs power, if the first actuator S1 is located in S1L or S1, the first transmission gear 52 will not rotate with the intermediate shaft 51 and will not drag the second motor EM2 to rotate, thus avoiding power loss and improving transmission efficiency. Furthermore, since the first transmission gear 52 is constantly meshed with both the second motor transmission gear 2 and the first motor transmission gear 1, and the first motor transmission gear 1 is fixedly mounted on the shaft 10 of the first motor EM1, while the second motor transmission gear 2 is fixedly mounted on the shaft 20 of the second motor EM2, in ECVT mode, the first motor EM1 and the second motor EM2 can generate electricity simultaneously. Compared to a dual-motor hybrid transmission configuration that can only generate electricity with a single motor, this dual-motor hybrid transmission 100 can fully utilize the rated power of both motors to generate electricity together, reducing the power of the first motor EM1 and the second motor EM2 and lowering costs. For example, if a hybrid vehicle requires 70KW of power generation, a generator with a rated power of 70KW is needed. However, this application only requires the total rated power of the first motor EM1 and the second motor EM2 to reach 70KW, for example, the rated power of the first motor EM1 is 30KW and the rated power of the second motor EM2 is 40KW.

[0076] The dual-motor hybrid transmission 100 achieves four EV modes when the first actuator S1 is activated, specifically:

[0077] In single motor first gear, the power transmission path is as follows: the first actuator S1 engages with the first transmission gear 52 or the first motor transmission gear 1, and the power output by the first motor EM1 is transmitted to the differential 40 through the first motor transmission gear 1, the first transmission gear 52 and the intermediate shaft 51, and then through the output transmission gear 54.

[0078] The single motor is in second gear, and the power transmission path is as follows: the first actuator S1 engages with the second transmission gear 53 or the third motor transmission gear 3. The power output by the first motor EM1 is transmitted to the differential 40 through the third motor transmission gear 3, the second transmission gear 53 and the intermediate shaft 51, and the output transmission gear 54.

[0079] The dual-motor first gear has the following power transmission path: the first actuator S1 engages with the first transmission gear 52 or the first motor transmission gear 1. The power output by the first motor EM1 and the power output by the second motor EM2 are combined and transmitted to the first transmission gear 52 through the first motor transmission gear 1 and the second motor transmission gear 2. Then, it is transmitted to the differential 40 through the intermediate shaft 51 and the output transmission gear 54.

[0080] The dual-motor, second-speed transmission path is as follows: the first actuator S1 engages with the second transmission gear 53 or the third motor transmission gear 3. The power output from the first motor EM1 and the power output from the second motor EM2 are combined and transmitted to the second transmission gear 53 through the third motor transmission gear 3 and the second motor transmission gear 2. Then, it is transmitted to the differential 40 through the intermediate shaft 51 and the output transmission gear 54.

[0081] The second actuator S2 is located at the output end of the planetary gear set 30. The second actuator S2 can be a synchronizer or a clutch. The second actuator S2 has three positions: S2L, S2Middle, and S2R. When the second actuator S2 is in position S2L, the engagement sleeve meshes with the left engagement tooth, and power is transmitted to the component connected to the left engagement tooth. When the second actuator S2 is in position S2R, the engagement sleeve meshes with the right engagement tooth, and power is transmitted to the component connected to the right engagement tooth. When the second actuator S2 is in position S2Middle, the engagement sleeve disengages from both the left and right engagement teeth, and no power is transmitted. The second actuator S2 is used to achieve power distribution within the planetary gear set 30. In some embodiments, one of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30 is used to drive the engine 200 and input power to the engine 200; another of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30 is fixedly connected to the planetary gear set transmission gear 35 and is used to output power to the differential 40; the remaining one of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30 can be selectively driven to the other one or the second motor transmission gear 2 through the second actuator S2. When the second actuator S2 engages two of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30 except for the component that is driven to the engine 200, the planetary gear 34 is locked, and the entire planetary gear set 30 is integrated and rotates together with a transmission ratio of 1. At this time, the power output by the engine 200 can be fully transmitted to the differential 40, realizing the direct drive mode of the engine 200. When the second actuator S2 engages one of the planet carrier 33, sun gear shaft 32, or ring gear 31 of the planetary gear set 30 with the second motor drive gear 2, the planetary gear set 30 achieves power splitting through the planetary gear set drive gear 35 and the second motor drive gear 2, thus enabling ECVT mode (also known as power splitting mode).

[0082] Please see Figure 1, Figure 2 and Figure 5 In some embodiments, the planetary gear set transmission gear 35 is fixedly connected to the ring gear 31; one of the planet carrier 33 and the sun gear shaft 32 of the planetary gear set 30 is used for transmission connection with the engine 200, and the other is selectively connected to the ring gear 31 or the second motor transmission gear 2 via the second actuator S2. When the second actuator S2 engages the planet carrier 33 of the planetary gear set 30 with the ring gear 31, or the sun gear shaft 32 with the ring gear 31, the planetary gear 34 is locked, and the entire planetary gear set 30 rotates as a whole with a transmission ratio of 1. At this time, the power output by the engine 200 can be fully transmitted to the differential 40, realizing the direct drive mode of the engine 200. When the second actuator S2 engages the planet carrier 33 or the sun gear shaft 32 of the planetary gear set 30 with the second motor transmission gear 2, the planet carrier 33 or the sun gear shaft 32 is constrained, and the planetary gear set 30 achieves power splitting through the planetary gear set transmission gear 35 and the second motor transmission gear 2.

[0083] Please see Figure 1 , Figure 2 , Figure 3 and Figure 4 In some embodiments, the planetary carrier 33 is used for transmission connection with the engine 200, and the sun gear shaft 32 is optionally connected to the gear ring 31 or the second motor drive gear 2 via the second actuator S2.

[0084] Please see Figure 5 In some embodiments, the sun gear shaft 32 is used for transmission connection with the engine 200, and the planet carrier 33 is optionally connected to the ring gear 31 or the second motor drive gear 2 via the second actuator S2.

[0085] Please see Figure 1 , Figure 2 and Figure 5 When the second actuator S2 is activated, the dual-motor hybrid transmission 100 enables the engine 200 to drive directly. The power transmission path is as follows: the second actuator S2 connects two of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30, locking the planetary gear 34. The entire planetary gear set 30 rotates as a single unit with a transmission ratio of 1. The power output from the engine 200 is transmitted to the planetary gear set 30 via the remaining one of the planet carrier 33, sun gear shaft 32, and ring gear 31, and then to the differential 40 via the planetary gear set transmission gear 351:1.

[0086] Based on the direct drive of the engine 200, the dual-motor hybrid transmission 100 can achieve four parallel modes when both the first actuator S1 and the second actuator S2 are activated, specifically:

[0087] In parallel first gear, the power transmission path is: engine 200 direct drive mode and single motor first gear;

[0088] Parallel second gear, the power transmission path is: engine 200 direct drive mode and single motor second gear;

[0089] The parallel three-speed transmission path is: engine 200 direct drive mode and dual motor first speed;

[0090] It has four parallel gears, and the power transmission path is: engine 200 direct drive mode and dual motor two gears.

[0091] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 When the dual-motor hybrid transmission 100 is activated by the second actuator S2, it achieves ECVT mode. The power transmission path is as follows: the second actuator S2 connects one of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30 to the second motor transmission gear 2. The power output by the engine 200 is transmitted to the second motor EM2 via one of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30, and is also transmitted to the differential 40 via the planetary gear set transmission gear 35.

[0092] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 When the dual-motor hybrid transmission 100 is activated by the second actuator S2, it achieves a parking power generation mode. The power transmission path is as follows: the second actuator S2 connects one of the planetary carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30 to the second motor transmission gear 2. The power output from the engine 200 is transmitted to the second motor EM2 via one of the planetary carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30, and simultaneously to the differential 40 via the planetary gear set transmission gear 35. Since the vehicle is in a parking state, the differential 40 bears the reverse torque provided by the brake calipers when parking, and the differential 40 does not rotate. At this time, the speed transmitted to the second motor EM2 is higher (compared to the ECVT mode), resulting in higher power generation efficiency.

[0093] Please see Figure 3 and Figure 4In some embodiments, the dual-motor hybrid transmission 100 further includes a third actuator S3, which is disposed on the intermediate shaft 51. The intermediate shaft transmission mechanism 50 also includes a third transmission gear 55 and a fourth transmission gear 56 rotatably mounted on the intermediate shaft 51. The intermediate shaft 51 is selectively connected to either the third transmission gear 55 or the fourth transmission gear 56 via the third actuator S3. The planetary gear set 35 has two gears, namely a first shift gear 351 and a second shift gear 352. The first shift gear 351 meshes with the third transmission gear 55, and the second shift gear 352 meshes with the fourth transmission gear 56.

[0094] The third actuator S3 can be a synchronizer or a clutch. The third actuator S3 has three positions: S3L, S3M, and S3R. When the third actuator S3 is in position S3L, the engagement sleeve meshes with the left engagement tooth, and power is transmitted to the component connected to the left engagement tooth. When the third actuator S3 is in position S3R, the engagement sleeve meshes with the right engagement tooth, and power is transmitted to the component connected to the right engagement tooth. When the third actuator S3 is in position S3M, the engagement sleeve disengages from both the left and right engagement teeth, and no power is transmitted. The third actuator S3 is used to achieve gear shifting for engine 200 drive. The power output from engine 200-planetary gear 30 can be selectively transmitted to the differential 40 via the third drive gear 55 or the fourth drive gear 56 through the third actuator S3, enabling two-speed engine 200 drive modes in direct drive mode.

[0095] The dual-motor hybrid transmission 100 achieves two direct-drive modes for the engine 200 when both the second actuator S2 and the third actuator S3 are activated, specifically:

[0096] The engine 200 drives first gear, and the power transmission path is as follows: the power output from the engine 200 is transmitted to the planetary gear set 30 via one of the planet carrier 33, sun gear shaft 32, or ring gear 31. The second actuator S2 connects the remaining two of the planet carrier 33, sun gear shaft 32, and ring gear 31 of the planetary gear set 30 to constrain the two output components of the planetary gear set 30. At the same time, the third actuator S3 connects the intermediate shaft 51 to the third transmission gear 55. The power output from the planetary gear set 30 is transmitted to the differential 40 via the first shift gear 351, the third transmission gear 55, and the intermediate shaft 51, through the output transmission gear 54.

[0097] The engine 200 drives in second gear. The power transmission path is as follows: the power output from the engine 200 is transmitted to the planetary gear set 30 via one of the planet carrier 33, sun gear shaft 32, or ring gear 31. The second actuator S2 connects the remaining two of the planet carrier 33, sun gear shaft 32, and ring gear 31 to constrain the two output components of the planetary gear set 30. Simultaneously, the third actuator S3 connects the intermediate shaft 51 to the fourth transmission gear 56. The power output from the planetary gear set 30 is transmitted to the differential 40 via the second shift gear 352, the fourth transmission gear 56, and the intermediate shaft 51, through the output transmission gear 54.

[0098] Accordingly, the dual-motor hybrid transmission 100 can achieve eight parallel operation modes when the first actuator S1, the second actuator S2, and the third actuator S3 are all activated, specifically:

[0099] In parallel first gear, the power transmission path is: engine 200 driving first gear and single motor first gear;

[0100] Parallel second gear, the power transmission path is: engine 200 drives first gear and single motor second gear;

[0101] The parallel three-speed transmission path is: engine 200 driving second speed and single motor first speed;

[0102] The parallel four-speed transmission path is: engine 200 driving second speed and single motor second speed;

[0103] The parallel five-speed transmission path is: engine 200 driving first gear and dual motor first gear;

[0104] The parallel six-speed transmission path is as follows: the engine drives the first gear at 200 RPM and the dual motors drive the second gear.

[0105] The parallel seven-speed transmission path is: engine 200 driving second gear and dual motors first gear;

[0106] It has eight parallel gears, and the power transmission path is: engine 200 driving second gear and dual motor second gear.

[0107] Furthermore, when both the second actuator S2 and the third actuator S3 are activated, the dual-motor hybrid transmission 100 achieves two ECVT modes and two parking power generation modes. The power transmission path is equivalent to the engine 200 in second gear + ECVT mode, which will not be explained in detail here.

[0108] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5Five different configurations of the dual-motor hybrid transmission 100 are shown. In the dual-motor hybrid transmission 100, one of the two motors is used only for outputting drive power, while the other motor can be used for both outputting drive power and generating electricity. Therefore, the motor used only for outputting drive power is usually called the drive motor, and the other motor is called the generator. In this application, the first motor EM1 is the drive motor, and the second motor EM2 is the generator.

[0109] Figure 1 In the dual-motor hybrid transmission 100 shown, the planetary gear set 35 is fixedly connected to the ring gear 31, the planet carrier 33 is used for transmission connection with the engine 200, and the sun gear shaft 32 is selectively connected to either the ring gear 31 or the second motor transmission gear 2 via the second actuator S2. The first actuator S1 is located on the shaft of the drive motor EM1, and both the first motor transmission gear 1 and the third motor transmission gear 3 are rotatably mounted on the shaft of the drive motor EM1. The shaft of the drive motor EM1 is selectively connected to either the first motor transmission gear 1 or the third motor transmission gear 3 via the first actuator S1. The first transmission gear 52 and the second transmission gear 53 are both fixedly mounted on the intermediate shaft 51.

[0110] Figure 5 In the dual-motor hybrid transmission 100 shown, the planetary gear set 35 is fixedly connected to the ring gear 31, the sun gear shaft 32 is used for transmission connection with the engine 200, and the planet carrier 33 is selectively connected to either the ring gear 31 or the second motor transmission gear 2 via the second actuator S2. The first actuator S1 is located on the shaft of the drive motor EM1, and both the first motor transmission gear 1 and the third motor transmission gear 3 are rotatably mounted on the shaft of the drive motor EM1. The shaft of the drive motor EM1 is selectively connected to either the first motor transmission gear 1 or the third motor transmission gear 3 via the first actuator S1. The first transmission gear 52 and the second transmission gear 53 are both fixedly mounted on the intermediate shaft 51.

[0111] Figure 1 and Figure 5 The operating states of the dual-motor hybrid transmission 100 shown are as follows:

[0112] Figure 2In the dual-motor hybrid transmission 100 shown, the planetary gear set 35 is fixedly connected to the ring gear 31, the planet carrier 33 is used for transmission connection with the engine 200, and the sun gear shaft 32 is selectively connected to either the ring gear 31 or the second motor transmission gear 2 via the second actuator S2. The first actuator S1 is located on the intermediate shaft 51, and both the first transmission gear 52 and the second transmission gear 53 are rotatably mounted on the intermediate shaft 51. The intermediate shaft 51 is selectively connected to either the first transmission gear 52 or the second transmission gear 53 via the first actuator S1. The first motor transmission gear 1 and the third motor transmission gear 3 are both fixedly mounted on the shaft of the drive motor EM1.

[0113] Figure 2 The operating states of the dual-motor hybrid transmission 100 shown are as follows:

[0114] Figure 3 In the dual-motor hybrid transmission 100 shown, there are two planetary gear sets 35, namely a first shift gear 351 and a second shift gear 352, both of which are fixedly connected to the ring gear 31. The planet carrier 33 is used for transmission connection with the engine 200. The sun gear shaft 32 is selectively connected to either the ring gear 31 or the second motor transmission gear 2 via the second actuator S2. The first actuator S1 is located on the shaft of the drive motor EM1. The first motor transmission gear 1 and the third motor transmission gear 3 are both rotatably mounted on the shaft of the drive motor EM1, and the shaft of the drive motor EM1 is selectively connected to either the first motor transmission gear 1 or the third motor transmission gear 3 via the first actuator S1. The first transmission gear 52 and the second transmission gear 53 are both fixedly mounted on the intermediate shaft 51. The dual-motor hybrid transmission 100 also includes a third actuator S3, which is located on the intermediate shaft 51. The intermediate shaft transmission mechanism 50 also includes a third transmission gear 55 and a fourth transmission gear 56 rotatably mounted on the intermediate shaft 51. The intermediate shaft 51 is selectively connected to either the third transmission gear 55 or the fourth transmission gear 56 via a third actuator S3. The third transmission gear 55 meshes with the first shift gear 351, and the fourth transmission gear 56 meshes with the second shift gear 352.

[0115] Figure 4In the dual-motor hybrid transmission 100 shown, there are two planetary gear sets 35, namely a first shift gear 351 and a second shift gear 352, both of which are fixedly connected to the ring gear 31. The planet carrier 33 is used for transmission connection with the engine 200, and the sun gear shaft 32 is selectively connected to either the ring gear 31 or the second motor transmission gear 2 via the second actuator S2. The first actuator S1 is located on the intermediate shaft 51, and both the first transmission gear 52 and the second transmission gear 53 are rotatably mounted on the intermediate shaft 51. The intermediate shaft 51 is selectively connected to either the first transmission gear 52 or the second transmission gear 53 via the first actuator S1. The first motor transmission gear 1 and the third motor transmission gear 3 are both fixedly mounted on the shaft of the drive motor EM1. The dual-motor hybrid transmission 100 also includes a third actuator S3, which is located on the intermediate shaft 51. The intermediate shaft transmission mechanism 50 also includes a third transmission gear 55 and a fourth transmission gear 56 rotatably mounted on the intermediate shaft 51. The intermediate shaft 51 is selectively connected to either the third transmission gear 55 or the fourth transmission gear 56 via a third actuator S3. The third transmission gear 55 meshes with the first shift gear 351, and the fourth transmission gear 56 meshes with the second shift gear 352.

[0116] Figure 3 and Figure 4 The operating states of the dual-motor hybrid transmission 100 shown are as follows:

[0117] The dual-motor hybrid power transmission 100 provided according to one or more embodiments of this application has the following advantages:

[0118] (1) In the dual-motor hybrid transmission 100 of this application, the first actuator S1 and the second actuator S2 are respectively arranged in the motor power transmission path and the engine 200 power transmission path, which can realize the parallel mode. During the vehicle start-up stage, the engine 200, the first motor EM1 and the second motor EM2 can drive the wheels simultaneously, resulting in good power performance.

[0119] (2) In the dual-motor hybrid transmission 100 of this application, the drive motor has two gears. In pure electric mode, the high efficiency range is wider, the driving efficiency is high, and it can provide greater wheel output torque, while taking into account the power needs of vehicles with greater overall weight.

[0120] (3) The dual-motor hybrid transmission 100 of this application has an ECVT mode. In urban conditions, under low SOC (SOC represents the state of charge of the battery, also known as the remaining power), the ECVT mode can be used. The engine 200 can directly drive the wheels and charge the power battery without shifting gears, thus balancing economy and driving comfort.

[0121] (4) The dual-motor hybrid transmission 100 of this application has an engine 200 direct drive gear. In high-speed mode, the engine 200 direct drive gear is used, which has high transmission efficiency.

[0122] In a second aspect of this application, a hybrid vehicle is provided, including a dual-motor hybrid transmission 100 according to any of the embodiments of the first aspect described above. The hybrid vehicle can be an HEV or a PHEV model. In this hybrid vehicle, except for the structure of the hybrid transmission adopting the dual-motor hybrid transmission 100 of any of the embodiments of the first aspect described above, the structure, connection relationships, installation positions, etc., of other devices can be referred to relevant prior art disclosures, and will not be elaborated here.

[0123] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0124] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0125] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0126] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, features defined with "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0127] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A dual-motor hybrid power transmission, characterized in that: It includes a planetary gear set, a first motor, a second motor, an intermediate shaft transmission mechanism, a differential, a first actuator, and a second actuator; The planetary gear set is equipped with planetary gear set transmission gears; the first motor shaft is equipped with a first motor transmission gear and a third motor transmission gear; the second motor shaft is fixedly mounted with a second motor transmission gear; the first motor transmission gear and the second motor transmission gear are connected in a transmission connection. The intermediate shaft transmission mechanism includes an intermediate shaft, and a first transmission gear, a second transmission gear, and an output transmission gear mounted on the intermediate shaft. The first transmission gear meshes with both the first motor transmission gear and the second motor transmission gear, the second transmission gear meshes with the third motor transmission gear, and the output transmission gear is connected to both the planetary gear set transmission gear and the differential. In this configuration, one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set is used for transmission connection with the engine, another is fixedly connected to the planetary gear set transmission gear, and the remaining one can be selectively connected to the other or the second motor transmission gear through the second actuator. The power output by the first motor can be selectively transmitted to the differential via the first transmission gear or the second transmission gear through the first actuator; in dual-motor first gear and dual-motor second gear, the power output by the first motor and the power output by the second motor merge and are transmitted together to the first transmission gear or the second transmission gear. When the second actuator is activated, the dual-motor hybrid transmission achieves ECVT mode. The power transmission path is as follows: the second actuator connects one of the planetary carrier, sun gear shaft, and ring gear of the planetary gear set to the transmission gear of the second motor; the power output by the engine is transmitted to the second motor via one of the planetary carrier, sun gear shaft, and ring gear of the planetary gear set, so that the first motor and the second motor generate electricity simultaneously, and the power output by the engine is simultaneously transmitted to the differential via the transmission gear of the planetary gear set.

2. The dual-motor hybrid transmission according to claim 1, characterized in that, The first actuator is located on the shaft of the first motor, and both the first motor drive gear and the third motor drive gear are rotatably mounted on the shaft of the first motor; the shaft of the first motor can be selectively connected to either the first motor drive gear or the third motor drive gear through the first actuator.

3. The dual-motor hybrid transmission according to claim 2, characterized in that, It also includes a fourth actuator, which is located on the intermediate shaft; the first transmission gear is rotatably mounted on the intermediate shaft, and the second transmission gear is fixedly mounted on the intermediate shaft; the intermediate shaft can be selectively engaged or disengaged from the first transmission gear through the fourth actuator.

4. The dual-motor hybrid transmission according to claim 1, characterized in that, The first actuator is located on the intermediate shaft, the first transmission gear and the second transmission gear are both rotatably mounted on the intermediate shaft, and the first motor transmission gear and the third motor transmission gear are both fixedly mounted on the rotating shaft of the first motor; the intermediate shaft can be selectively connected to the first transmission gear or the second transmission gear through the first actuator.

5. The dual-motor hybrid transmission according to claim 1, characterized in that, The planetary gear set transmission gear is fixedly connected to the gear ring; one of the planet carrier and sun gear shaft of the planetary gear set is used for transmission connection with the engine, and the other can be selectively connected to the gear ring or the second motor transmission gear through the second actuator.

6. The dual-motor hybrid transmission according to claim 5, characterized in that, The planetary carrier is used for transmission connection with the engine, and the sun gear shaft can be selectively connected to the ring gear or the second motor transmission gear via the second actuator.

7. The dual-motor hybrid transmission according to any one of claims 1-6, characterized in that, When the second actuator is activated, the dual-motor hybrid transmission achieves engine direct drive mode, and the power transmission path is as follows: The second actuator drives two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set; the power output by the engine is transmitted to the planetary gear set via the remaining one of the planet carrier, sun gear shaft, and ring gear, and then to the differential via the planetary gear set transmission gear.

8. The dual-motor hybrid transmission according to claim 7, characterized in that, It also includes a third actuator, which is located on the intermediate shaft; the intermediate shaft transmission mechanism further includes a third transmission gear and a fourth transmission gear mounted on the intermediate shaft, and the intermediate shaft can be selectively connected to the third transmission gear or the fourth transmission gear through the third actuator; The planetary gear set has two gears, namely a first shift gear and a second shift gear. The first shift gear meshes with the third transmission gear, and the second shift gear meshes with the fourth transmission gear.

9. The dual-motor hybrid transmission according to claim 8, characterized in that, The dual-motor hybrid transmission achieves two engine direct drive modes when both the second and third actuators are activated, specifically: When the engine drives first gear, the power transmission path is as follows: the power output by the engine is transmitted to the planetary gear set via one of the planet carrier, sun gear shaft, and ring gear. The second actuator connects the remaining two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and the third actuator connects the intermediate shaft to the third transmission gear. The power output by the planetary gear set is transmitted to the differential via the first shift gear, the third transmission gear, and the intermediate shaft, through the output transmission gear. The engine drives in second gear, and the power transmission path is as follows: the power output by the engine is transmitted to the planetary gear set via one of the planet carrier, sun gear shaft, and ring gear. The second actuator connects the remaining two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and the third actuator connects the intermediate shaft to the fourth transmission gear. The power output by the planetary gear set is transmitted to the differential via the second shift gear, the fourth transmission gear, and the intermediate shaft through the output transmission gear.

10. The dual-motor hybrid transmission according to claim 9, characterized in that, The dual-motor hybrid transmission achieves eight parallel operation modes when the first actuator, the second actuator, and the third actuator are all activated, specifically: The power transmission path is as follows: the engine drives the first gear and the single motor drives the first gear; The parallel two-speed configuration has a power transmission path of: the engine driving the first speed and the single motor driving the second speed. The three gears are connected in parallel, and the power transmission path is: the engine drives the second gear and the single motor drives the first gear; The parallel four-speed transmission path is: the engine-driven second speed and the single-motor second speed; The parallel five-speed transmission path is: the engine drives the first gear and the dual motors drive the first gear; The parallel six-speed transmission path is as follows: the engine drives the first speed and the dual motors drive the second speed. The parallel seven-speed transmission path is as follows: the engine drives the second speed and the dual motors drive the first speed. The parallel eight-speed transmission path is: the engine drives the second speed and the dual motors drive the second speed; Wherein, the power transmission path of the single motor in first gear is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, and the power output by the first motor is transmitted to the differential through the output transmission gear via the first motor transmission gear, the first transmission gear and the intermediate shaft; The single motor in two gears has the following power transmission path: the first actuator engages with the second transmission gear or the third motor transmission gear, and the power output by the first motor is transmitted to the differential via the third motor transmission gear, the second transmission gear, and the intermediate shaft through the output transmission gear. The power transmission path of the dual-motor first gear is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, the power output by the first motor and the power output by the second motor merge, and are transmitted to the first transmission gear through the first motor transmission gear and the second motor transmission gear, and then transmitted to the differential through the intermediate shaft and the output transmission gear; The dual-motor two-speed transmission path is as follows: the first actuator engages with the second transmission gear or the third motor transmission gear, the power output from the first motor and the power output from the second motor merge, and are transmitted to the second transmission gear through the third motor transmission gear and the second motor transmission gear, and then transmitted to the differential through the intermediate shaft and the output transmission gear.

11. The dual-motor hybrid transmission according to any one of claims 1-6, characterized in that, The dual-motor hybrid transmission achieves four EV modes when the first actuator is activated, specifically: In a single motor with one gear, the power transmission path is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, and the power output by the first motor is transmitted to the differential via the first motor transmission gear, the first transmission gear and the intermediate shaft, through the output transmission gear. The single motor has two gears, and the power transmission path is as follows: the first actuator engages with the second transmission gear or the third motor transmission gear, and the power output by the first motor is transmitted to the differential via the third motor transmission gear, the second transmission gear and the intermediate shaft through the output transmission gear; The dual-motor, first-gear transmission path is as follows: the first actuator engages with the first transmission gear or the first motor transmission gear, the power output from the first motor and the power output from the second motor merge, and are transmitted to the first transmission gear through the first motor transmission gear and the second motor transmission gear, and then transmitted to the differential through the intermediate shaft and the output transmission gear; The dual-motor, two-speed transmission path is as follows: the first actuator engages with the second transmission gear or the third motor transmission gear, the power output from the first motor and the power output from the second motor merge, and are transmitted to the second transmission gear through the third motor transmission gear and the second motor transmission gear, and then to the differential via the intermediate shaft and the output transmission gear.

12. The dual-motor hybrid transmission according to claim 11, characterized in that, The dual-motor hybrid transmission achieves four parallel operation modes when both the first actuator and the second actuator are activated, specifically: In parallel first gear, the power transmission path is: engine direct drive mode and the single motor first gear; Parallel second gear, the power transmission path is: engine direct drive mode and the single motor second gear; The parallel three-speed transmission path is: engine direct drive mode and the first speed of the dual motors; The parallel fourth gear has a power transmission path of: engine direct drive mode and the aforementioned dual motor second gear; In the engine direct drive mode, the power transmission path is as follows: the second actuator connects two of the planet carrier, sun gear shaft, and ring gear of the planetary gear set; the power output by the engine is transmitted to the planetary gear set via the remaining one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and then to the differential via the planetary gear set transmission gear.

13. The dual-motor hybrid transmission according to any one of claims 1-6, characterized in that, The dual-motor hybrid power transmission achieves a parking power generation mode when the second actuator is activated, and the power transmission path is as follows: The second actuator connects one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set to the second motor drive gear; the power output by the engine is transmitted to the second motor via one of the planet carrier, sun gear shaft, and ring gear of the planetary gear set, and simultaneously transmitted to the differential via the planetary gear set drive gear.

14. The dual-motor hybrid transmission according to any one of claims 1-6, characterized in that, The first actuator and the second actuator are synchronizers or clutches; The planetary gear set is coaxially arranged with the second motor; the first motor and the second motor are arranged parallel to each other and are both located on the same side of the planetary gear set.

15. A hybrid vehicle, characterized in that: The dual-motor hybrid transmission includes any one of claims 1-14.

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